EP1700773B1 - Variable Lenkübersetzung und Lenkmethode - Google Patents

Variable Lenkübersetzung und Lenkmethode Download PDF

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EP1700773B1
EP1700773B1 EP20050005301 EP05005301A EP1700773B1 EP 1700773 B1 EP1700773 B1 EP 1700773B1 EP 20050005301 EP20050005301 EP 20050005301 EP 05005301 A EP05005301 A EP 05005301A EP 1700773 B1 EP1700773 B1 EP 1700773B1
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Prior art keywords
steering
ratio
controllable
angle
response
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EP1700773A1 (de
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Johan Hultén
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Priority to DE200560006520 priority patent/DE602005006520D1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/008—Changing the transfer ratio between the steering wheel and the steering gear by variable supply of energy, e.g. by using a superposition gear

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  • the present invention relates to a system for controllable steering response in an automotive vehicle and in particular system for controllable steering response in an automotive vehicle having a steering system where a ratio i between a turn angle of the steerable road wheels of said automotive vehicle and a steering wheel angle can be altered by means of a differential angle actuator in accordance with the preamble of claim 1.
  • the present invention also relates to a method for providing controllable steering response in an automotive vehicle having a steering system where a ratio i between a turn angle of the steerable road wheels of said automotive vehicle and a steering wheel angle can be altered by means of a differential angle actuator in accordance with the preamble of claim 14.
  • US 6 523 638 relates to a steering apparatus for vehicle provided with a so-called transmission ratio varying mechanism to permit alteration of a transmission ratio of turn angle of wheels to steering angle of a steering wheel.
  • This steering apparatus for a vehicle comprises a transmission ratio varying mechanism capable of varying a transmission ratio of rotational angle of an output shaft to an input shaft connected to a steering wheel; and a steering control device that controls the transmission ratio, setting the transmission ratio by correcting an original transmission ratio when the difference between real and target rotational angles of the output shaft is greater than a predetermined value, the corrected transmission ratio being equal to or less than the original transmission ratio.
  • EP A 1 394 015 relates to an electric power steering apparatus having a steering system capable of flexibly setting a relationship between a steering angle of a steering wheel and a wheel angle of a tire.
  • a first motor controls a steering reaction force exerted on the steering wheel.
  • An on-center region determination section determines whether the steering wheel is in a position of an on-center region.
  • a tire reaction force torque detection section detects a tire reaction force torque transferred from the tire.
  • a control section calculates a steering torque based on the tire reaction force torque and a torque gain. This torque is detected by the tire reaction force torque detection section.
  • the control section controls the first motor to exert the steering reaction force corresponding to the above calculated steering torque on the steering wheel.
  • This control section also sets the torque gain in case of determining that the steering wheel is in the position of the on-center region larger than the torque gain in case of determining that the steering wheel is not in the position of the on-center region.
  • EP A 1 325 857 relates to a variable steering ratio mechanism which varies the ratio R of the steering angle ⁇ s of a steering wheel to a road wheel steer angle ⁇ w .
  • a control unit controls the variable steering ratio mechanism so that the steering ratio R is kept constant irrespective of the vehicle speed V when the steering angle ⁇ s is less than or equal to a predetermined angle ⁇ 1 substantially corresponding to a neutral position of the steering wheel.
  • the control unit may switch the variable steering ratio mechanism to a non-control state to maintain the steering ratio R at a structurally-determined steering ratio of the variable steering ratio mechanism kept in the non-control state when ⁇ s ⁇ ⁇ 1 .
  • the control unit may have a processor programmed to (a) execute a fixed steering ratio control mode, in which R is kept constant irrespective of V, when ⁇ s ⁇ ⁇ 1 , and (b) executing a vehicle-speed dependent steering ratio control mode, in which a ⁇ s versus ⁇ w characteristic varies depending on V, when ⁇ s > ⁇ 1 .
  • a problem with the prior art steering apparatus is that, although it compensates for the difference between the turn angle of the wheels and the steering angle of the steering wheel by reducing the transmission ratio when the actuators are unable to follow a rapid steering input, it will continue to compensate until the difference is eliminated, independent of any new steering angle of the steering, wheel causing a lag between the requested turn angle of the wheels and the actual turn angle of the wheels and sometimes also a conflict when the wheels are still turning in one direction as the steering wheel is actually being turned in the opposite direction.
  • One object of the invention is to provide an improved system for controllable steering response in an automotive vehicle and in particular a system for controllable steering response in an automotive vehicle having a steering system where a ratio i between a turn angle of the steerable road wheels of said automotive vehicle and a steering wheel angle can be altered by means of a differential angle actuator.
  • a further object of the invention is to provide an improved method for controllable steering response in an automotive vehicle and in particular a method for controllable steering response in an automotive vehicle having a steering system where a ratio i between a turn angle of the steerable road wheels of said automotive vehicle and a steering wheel angle can be altered by means of a differential angle actuator.
  • Fig. 1 is a schematic illustration of a steering ratio that is dependent on vehicle speed
  • Fig. 2 illustrates schematically a system for controllable steering response in an automotive vehicle in accordance with the present invention
  • Fig. 3 is a schematic illustration of one problem encountered during a slalom maneuver using prior art systems without any compensation for the abilities of the actuators of the vehicle steering sytem, where the actual road wheel angle in this case is still increasing for a short time period while the requested road wheel angle is decreasing,
  • Fig. 4 illustrates schematically the slalom maneuver of figure 3 with compensation for the abilities of the actuators of the vehicle steering system in accordance with the present invention
  • Fig. 5 exemplifies schematically how the algorithm relied on by the system in accordance with the present invention works
  • Fig. 6 further exemplifies schematically how the algorithm relied on by the system in accordance with the present invention works
  • Fig. 7 illustrates schematically how the algorithm relied on by the system in accordance with the present invention handles changes in steering wheel movement direction
  • Fig. 8 illustrates schematically how the algorithm relied on by the system in accordance with the present invention handles movement of the steering wheel through a center angle.
  • a variable steering ratio in road vehicles is one of the functions enabled by a differential angle actuator, i.e. an actuator that may add a delta angle to the steering column of the road vehicle.
  • a differential angle actuator i.e. an actuator that may add a delta angle to the steering column of the road vehicle.
  • the ratio between the turn angle of the wheels of the road vehicle and the steering wheel angle may then be altered.
  • the steering ratio is defined as the quotient between the turn angle of the road wheels of the vehicle and the steering wheel angle.
  • the most obvious function that may be achieved is a steering ratio that is dependent on the vehicle speed, as illustrated by the full line graph of figure 1 .
  • the response of the vehicle i.e. the ratio between the turn angle of the wheels of the road vehicle and the steering wheel angle is increased, reducing the efforts to e.g. park the vehicle.
  • the response of the vehicle at high speed is reduced, i.e. the ratio between the turn angle of the wheels of the road vehicle and the steering wheel angle is reduced, so that the vehicle feels less nervous and thereby more stable on the road.
  • the dashed line graph of figure 1 illustrates a case of constant ratio.
  • the ratio may be dependent on other parameters such as e.g. the steering wheel angle.
  • the differential angle actuator may be used to control the turn angle of the wheels in a way that helps the driver to maintain the wanted path, e.g. Yaw Control, Side Wind Compensation, etc.
  • Steer by Wire hardware SbW
  • the steering wheel is decoupled from the steering rack.
  • the movement of the rack is then controlled electronically.
  • Rear wheel steering may also be used in combination with controllable front wheel angle (by SbW or a differential angle actuator) or alone.
  • the functions may be achieved by means of individual wheel corners, i.e. individually controllable front wheel angles and/or individually controllable rear wheel angles.
  • CSR Controllable Steering Response
  • the CSR actuator is the hardware used to achieve a controllable steering response.
  • the steering ratio may be defined as e.g. the quotient between the nominal curvature followed by the vehicle on the road and the steering wheel angle.
  • FIG. 2 illustrates schematically a system for controllable steering response in an automotive vehicle in accordance with the present invention.
  • the system comprises a Controllable Steering Response actuator 13, an electronic power assisted steering actuator 14, a steering wheel 15, a steering column 16 and a steering arm 17.
  • controllable steering response contributes to a positive driving experience. But, on the other hand, the driver may request much greater steerable wheel angle change rates than with a standard vehicle. The increased steerable wheel angle change rate requests may result in a series of problems.
  • the differential angle actuator will normally have limitations in its possibility to add an angle. Therefore, there will, for high steering wheel velocities, be a significant difference between the requested road wheel angle and the actual road wheel angle. This is called steering lag.
  • steering lag In figure 3 , a slalom maneuver is simulated.
  • Figure 3 illustrates two problems, firstly that the actual road wheel angle will be smaller than the requested road wheel angle and secondly that there is a time lag between them.
  • the time lag is the most annoying problem of the two.
  • the actual road wheel angle is in this case still increasing for 0.16 s while the requested road wheel angle is decreasing. It is even so that it is a safety risk when the wheel is actually turning in the opposite direction to the requested direction.
  • the CSR actuator generates some audible noise. While the steering wheel is turned, the acceptance for audible noise is greater than when the steering wheel is stationary. Therefore, lag is also a noise problem, as the audible noise will be generated by the CSR actuator even though the steering wheel is stationary during the lag period.
  • Catch Up is the term used for the problem of not having assistance for high steering wheel velocities. Assistance is a force added to the steering rack to make the steering operation easier. Common assistance levels are approximately such that 90 % of the rack force is eliminated by the Power Assisted Steering (PAS) system. This is usually provided by hydraulics (HPAS). Electric assistance (EPAS) is now emerging, especially on smaller passenger cars.
  • HPAS system requires an oil flow to work, and with increasing steering ratio, i.e. ratio between road wheel angle and steering wheel angle, the oil flow must be increased approximately in proportion to the increase in steering ratio in order not to suffer from the Catch Up problem. If the oil flow is not high enough, the assistance will diminsish. This happens rapidly, and is therefore a significant problem.
  • the electric current sets the limit, and the result is similar in the case of limited current.
  • An adaptation to the increased need of assistance is difficult.
  • the oil pump of the HPAS system the increased flow requirement will result in increased cost as well as cause packaging problems as a larger pump requires more space.
  • variable steering ratio is normally set so that the ratio is greater at low vehicle speeds, as illustrated by the full line graph of figure 1 .
  • the road wheels will turn during retardation, given that the steering wheel is kept at a constant non-zero angle.
  • the steering wheel angle will be forced to decrease by the system.
  • CSR and PAS actuators are all be solved by taking the abilities of the actuators (CSR and PAS actuators) into account.
  • the ratio may then be adapted to the ability of the system.
  • the abilities of the steering angle control and steering power assistance actuators treated here are as follows: the CSR Actuator has the Ability of maximum delta angular velocity in positive and negative direction respectively, and the PAS Actuator has the ability of maximum rack velocity in positive and negative direction respectively as well as maximum rack position in the positive and negative direction respectively.
  • Variable Steering Ratio may be implemented so that the driver may choose different steering modes (ratio characteristics) via buttons, menus, etc.
  • the traditional way of synchronizing between two such modes is to introduce restrictions on when a mode change is enabled. It is common to enable mode change around zero steering wheel angle and for a vehicle velocity under a certain value.
  • Another way is to use a smooth transition between the two modes, i.e. the modes are mixed during the transition starting with 100 % of the first and continuously moving to 100 % of the other. These two methods may be combined to ease the restrictions on when mode changes are enabled. However, restrictions are still needed.
  • the algorithm handles the ratio in such a way that the change rate in an outwards steering direction is according to the ratio corresponding to the new mode (i.e. the change in road wheel angles or curvature over the steering wheel angle change is according to the new mode) and in the inwards steering direction, the change rate is such that the road wheel angles will be zero for a zero steering wheel angle.
  • the steering ratio is dependent on the vehicle velocity.
  • the ratio is such that the responsiveness is greater at low speeds compared to at high speeds. That means that during a panic braking operation while turning, the response is continuously increasing if only the vehicle speed sensitivity is taken into consideration.
  • the responsiveness of the vehicle will increase in a critical situation and therefore compensation to that effect is included in the algorithm.
  • the increase in steering ratio during a retardation exceeding a threshold value can be reduced.
  • the algorithm takes care of the recovery to the target steering ratio.
  • figure 4 the effect of the solution to the problem illustrated in figure 3 is shown.
  • SWA Steering Wheel Angle
  • RWA Road Wheel Angle
  • SWA Steering Wheel Angle
  • RWA Road Wheel Angle
  • Curvature followed by the vehicle on the road.
  • the requested road wheel angle is within the ability of the AFS actuator and the ratio is not limited.
  • the requested road wheel angular velocity is above the ability of the CSR actuator and is reduced.
  • the ratio is reduced to reflect the availability signal sent out from the arbitration derived from the algorithm.
  • the requested road wheel angle is within the ability of the CSR actuator again and thus the abilities are acceptable, and the ratio follows the same slope (illustrated by the thin line parallel to the dashed target ratio line) as it does for the default ratio.
  • the relation between steering wheel angle and road wheel angle is parallel to the target ratio. There is also a minimum ratio that the current ratio never may go below.
  • the requested road wheel angle is within the ability of the AFS actuator.
  • the ratio is reduced because of reduced availability during the steering operation illustrated by arrow 3.
  • the steering ratio will be maintained, resulting in a final position at zero road wheel angle for zero steering wheel angle.
  • Variable Steering Ratio may vary with many parameters. Some of them are listed below:
  • ⁇ is the steering wheel angle
  • the reduction function may also be a function of e.g. the steering wheel angle.
  • the sum in the algorithm above may be changed to increase the recovery after a reduction of the steering ratio by saturating one or more of the terms in the sum.
  • the saturation may be from zero to infinity or between any value and any value.
  • the lag may be reduced by introducing a function that adds a road wheel angle dependent on the steering wheel velocity.
  • the problem with such a solution is that there is no coupling between when it is needed and when it is active. That means that the intervention will either be small or interfere with the desired vehicle response.
  • the algorithm may be limited to handle the following:
  • FIGS 7 and 8 exemplify the algorithm behind the solution of maximizing the ratio changes.
  • the abbreviations used are Steering Wheel Angle (SWA) and Road Wheel Angle (RWA).
  • SWA Steering Wheel Angle
  • RWA Road Wheel Angle
  • SWA Steering Wheel Angle
  • RWA Road Wheel Angle
  • Curvature can be switched to e.g. Curvature.
  • the ratio is NOT limited in the area illustrated by arrow 5 and the requested road wheel angle is within the ability of the CSR actuator.
  • the abilities of the CSR actuator are reduced to reflect the availability of the actuator, as the requested road wheel angular velocity is above the ability of the CSR actuator.
  • the abilities are OK.
  • the requested road wheel angle is within the ability of the CSR actuator again. That means that arrow 7 should follow the line 8 if the steering is turned outwards, and the dashed minimum ratio line for steering wheel movement inwards. The angle between these two lines must be limited. Otherwise, the responsiveness will differ too abrupt at transitions between the two cases.
  • the requested road wheel angle is within the ability of the CSR actuator in the area illustrated by arrow 9.
  • the requested road wheel angular velocity is above the ability of the CSR actuator.
  • the ratio is reduced to reflect the availability of the actuator.
  • the requested road wheel angle is within the ability of the CSR actuator again.
  • the ratio is kept for steering wheel movement inwards so that the resulting zero position of the steering wheel match straight line driving.
  • the requested road wheel angle is still within the ability of the CSR actuator. That means that arrow 12 should follow the target ratio.
  • the angle between this line and the line of arrow 11 must be limited. Otherwise, the responsiveness will differ too abrupt at transitions between the two cases.
  • an automotive vehicle which comprises a system for controllable steering response in an automotive vehicle as described above.
  • the vehicle is provided with Controllable Steering Response where the lag between requested steerable road wheel angles and actual steerable road wheel angles is reduced and the occurrence of any conflict where the steerable road wheels are still turning in one direction when the steering wheel is actually being turned in the opposite direction is eliminated.

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  • Engineering & Computer Science (AREA)
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Claims (14)

  1. System für steuerbare Lenkreaktion in einem Kraftfahrzeug, das ein Lenksystem besitzt, in dem ein Verhältnis i zwischen einem Einschlagwinkel der lenkbaren Fahrbahnräder des Kraftfahrzeugs und einem Winkel des Lenkrades (15) mittels eines Differenzialwinkelaktors (13) geändert werden kann, dadurch gekennzeichnet, dass die Steuerung des Differenzialwinkelaktors (13) auf Berechnungen basiert, die mittels eines Algorithmus zum Bestimmen der Änderung des Verhältnisses i über diskrete Zeitschritte ausgeführt werden, wobei die Änderung des Verhältnisses für einen solchen Schritt gegeben ist durch
    Figure imgb0011
     wobei k die Nummer des Lenkverhältnisparameters ist, n die Nummer des letzten Lenkverhältnisparameters ist, ϕ der Winkel des Lenkrades (15) ist, Δi die Änderung des Verhältnisses ist und x der Lenkverhältnisparameter ist und das Soll-Lenkverhältnis itarget, das maximal zulässige Verhältnis imax und das minimal zulässige Verhältnis imin Funktionen der Parameter der Fahrgeschwindigkeit und der Ableitung der Fahrgeschwindigkeit und irgendeines Maßes, das die Lenkposition in dem Lenksystem angibt, und der Ableitung des Maßes sind.
  2. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach Anspruch 1,
    dadurch gekennzeichnet, dass das Verhältnis i auf einen Bereich zwischen einem minimalen und einem maximalen Wert eingeschränkt ist, wobei sich der minimale Wert und der maximale Wert mit den Parametern der Fahrgeschwindigkeit und der Ableitung der Fahrgeschwindigkeit sowie mit irgendeinem Maß, das die Lenkposition in dem Lenksystem angibt, und mit der Ableitung des Maßes verändern können.
  3. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach Anspruch 1 oder Anspruch 2,
    dadurch gekennzeichnet, dass die Differenz zwischen dem Lenkverhältnis während der Bewegung eines Lenkrades (15) des Lenksystems in einer ersten Richtung hin zu einem Mittenwinkel eines Lenkrades (15) des Lenksystems und dem Lenkverhältnis während der Bewegung des Lenkrades (15) in einer zweiten Richtung hin zu einem von zwei Endanschlägen des Lenksystems begrenzt ist, um plötzliche Änderungen des Ansprechvermögens des Lenksystems während Übergängen zwischen der ersten und der zweiten Richtung zu vermeiden.
  4. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach einem der Ansprüche 1 bis 3,
    dadurch gekennzeichnet, dass die Änderung des Lenkverhältnisses während der Bewegung eines Lenkrades (15) des Lenksystems durch einen Mittenwinkel eines Lenkrades (15) des Lenksystems begrenzt ist, um plötzliche Änderungen des Ansprechvermögens des Lenksystems beim Durchgang durch den Mittenwinkel zu vermeiden.
  5. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach einem der Ansprüche 1 bis 4,
    dadurch gekennzeichnet, dass eine Verringerung des Lenkverhältnisses Δi eine Funktion eines Fehlers ε ist, wobei der Fehler eine Differenz zwischen einem angeforderten Lenkmaß und einem tatsächlichen Lenkmaß ist.
  6. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach einem der Ansprüche 1 bis 4,
    dadurch gekennzeichnet, dass eine Verringerung des Lenkverhältnisses Δi eine Funktion eines Fehlers ε ist, wobei der Fehler eine Differenz zwischen einem angeforderten Lenkmaß und Fähigkeiten eines steuerbaren Lenkreaktionsaktors (13) und eines auf dieselbe Koordinate transformierten Servolenkaktors (14) ist.
  7. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach einem der Ansprüche 1 bis 4,
    dadurch gekennzeichnet, dass eine Verringerung des Lenkverhältnisses Δi eine Funktion eines Fehlers ε ist, wobei der Fehler eine Differenz zwischen einem angeforderten Lenkmaß und einer Fähigkeit eines steuerbaren Lenkreaktionsaktors (13) oder eines auf dieselbe Koordinate transformierten Servolenkaktors (14) ist.
  8. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach einem der Ansprüche 1 bis 4,
    dadurch gekennzeichnet, dass eine Verringerung des Lenkverhältnisses Δi eine Funktion eines Fehlers ε ist, wobei der Fehler eine Differenz zwischen einem angeforderten Lenkmaß und einem Maß nach der Entscheidung zwischen einer Funktion für variables Lenkverhältnis und Funktionen für die Lenkwinkelsteuerung und die Servolenkunterstützung unter Verwendung eines steuerbaren Lenkreaktionsaktors (13) und eines Servolenkaktors (14) ist.
  9. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach einem der Ansprüche 1 bis 4,
    dadurch gekennzeichnet, dass eine Verringerung des Lenkverhältnisses Δi eine Funktion eines Fehlers ε ist, wobei der Fehler eine Differenz zwischen einem angeforderten Lenkmaß und einem Maß nach der Endscheidung zwischen einer Funktion für variables Lenkverhältnis und Funktionen für die Lenkwinkelsteuerung oder die Servolenkunterstützung unter Verwendung eines steuerbaren Lenkreaktionsaktors (13) oder eines Servolenkaktors (14) ist.
  10. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach einem der vorhergehenden Ansprüche,
    dadurch gekennzeichnet, dass es ferner Mittel zum Sättigen eines oder mehrerer der folgenden Terme ∂ i ∂ x k ⁢ Δ ⁢ x k
    Figure imgb0012
    in der Summe des Algorithmus von 0 bis Unendlich oder von negativen Zahlen bis Unendlich umfasst.
  11. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach einem der vorhergehenden Ansprüche,
    dadurch gekennzeichnet, dass die Änderung des Lenkverhältnisses begrenzt ist, wenn auf Grund begrenzter Lenkfähigkeiten in der Nähe eines der zwei Endanschläge des Lenksystems eine Differenz zwischen einem angeforderten Lenkmaß und einem verfügbaren Lenkmaß vorhanden ist.
  12. System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach einem der vorhergehenden Ansprüche,
    dadurch gekennzeichnet, dass die zulässige Lenkverhältnisänderung während der Rückstellung verringert ist.
  13. Kraftfahrzeug, dadurch gekennzeichnet, dass es ein System für steuerbare Lenkreaktion in einem Kraftfahrzeug nach einem der vorhergehenden Ansprüche enthält.
  14. Verfahren zum Schaffen einer steuerbaren Lenkreaktion in einem Kraftfahrzeug, das ein Lenksystem besitzt, in dem ein Verhältnis i zwischen einem Lenkwinkel der lenkbaren Fahrbahnräder des Kraftfahrzeugs und einem Winkel eines Lenkrades (15) mittels eines Differenzialwinkelaktors (13) geändert werden kann, dadurch gekennzeichnet, dass mittels eines Algorithmus zum Bestimmen der Änderung des Verhältnisses i in diskreten Zeitschritten Berechnungen ausgeführt werden, wobei die Änderung des Verhältnisses für einen solchen Schritt gegeben ist durch i t + 1 = max ⁢ i min ; min ⁢ i max ; i t + i t arg ⁢ et - i t ϕ t + 1 ⁢ Δ ⁢ ϕ + ∑ k = 1 n ∂ i ∂ x k ⁢ Δ ⁢ x k - Δ ⁢ i ,
    Figure imgb0013
    wobei k die Nummer des Lenkverhältnisparameters ist, n die Nummer des letzten Lenkverhältnisparameters ist, ϕ der Winkel des Lenkrades (15) ist, Δi die Änderung des Verhältnisses ist und x der Lenkverhältnisparameter ist, und das Soll-Lenkverhältnis itarget, das maximal zulässige Verhältnis imax und das minimal zulässige Verhältnis imin Funktionen der Parameter der Fahrgeschwindigkeit und der Ableitung der Fahrgeschwindigkeit sowie irgendeines Maßes, das die Lenkposition in dem Lenksystem angibt, und der Ableitung des Maßes sind und wobei die Steuerung des Differenzialwinkelaktors (13) auf diesen Berechnungen basiert.
EP20050005301 2005-03-10 2005-03-10 Variable Lenkübersetzung und Lenkmethode Active EP1700773B1 (de)

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EP2583882A1 (de) 2011-10-19 2013-04-24 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs
DE102013011883A1 (de) 2013-07-17 2015-01-22 Thyssenkrupp Presta Ag Verfahren zum Betreiben der Lenkung eines Kranftfahrzeugs
CN106660580A (zh) * 2014-08-29 2017-05-10 株式会社岛津制作所 线控转向方式的操舵系统

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FR2930504B1 (fr) * 2008-04-29 2010-07-30 Renault Sas Procede de fonctionnement d'un systeme de direction active d'un vehicule automobile.
FR3088053B1 (fr) * 2018-11-06 2020-10-23 Psa Automobiles Sa Procede de determination d’une valeur de consigne d’un rapport de demultiplication utilisee par un appareillage de controle de la direction d’un vehicule terrestre a moteur a direction pilotee
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JP7519250B2 (ja) * 2020-09-24 2024-07-19 株式会社ジェイテクト 操舵制御装置

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JP3617291B2 (ja) 1998-01-30 2005-02-02 トヨタ自動車株式会社 車両用操舵装置
JP3602497B2 (ja) * 2001-12-13 2004-12-15 住友ゴム工業株式会社 ゴムクローラ
JP3935409B2 (ja) * 2002-08-27 2007-06-20 富士重工業株式会社 電動式パワーステアリング装置

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EP2583882A1 (de) 2011-10-19 2013-04-24 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs
DE102011084765A1 (de) 2011-10-19 2013-04-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs
DE102013011883A1 (de) 2013-07-17 2015-01-22 Thyssenkrupp Presta Ag Verfahren zum Betreiben der Lenkung eines Kranftfahrzeugs
WO2015007418A1 (de) 2013-07-17 2015-01-22 Thyssenkrupp Presta Ag Verfahren zum betreiben der lenkung eines kraftfahrzeugs
CN106660580A (zh) * 2014-08-29 2017-05-10 株式会社岛津制作所 线控转向方式的操舵系统
CN106660580B (zh) * 2014-08-29 2019-01-11 株式会社岛津制作所 线控转向方式的操舵系统

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